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Viscous Flow = flow with friction Friction/Viscosity effects and boundary layers
turbulent laminar
Friction Effects
Velocity Gradients
Flow velocities are faster close to the surface for turbulent boundary layers
Friction Effects
Friction Effects
Transition Region
smooth flow starts to break down waviness starts
Friction Effects
Cons
Since the flow is slower near the surface it will come to a stop sooner resulting in a stall at lower AOA Laminar flow airfoils do not do well at high angles of attack (AOA) > stall sooner
Pros
The faster velocities (possess higher kinetic energy) near the surface are harder to slow down > this fact enables a wing to achieve a higher angle of attack and create more lift before stalling.
Cons
The faster velocities near the surface create more skin-friction drag.
Friction Effects
Low skin friction makes laminar flow desirable for streamlined objects. Low kinetic energy makes laminar flow undesirable at high angles of attack which increases the probability of flow separation and the accompanying large increase in drag.
Reynolds Number
Laminar vs. Turbulent velocity viscosity, distance from leading edge density, Reynolds Number dimensionless parameter indicator of B.L. condition laminar turbulent
= viscosity
Note: decreases with altitude but /
Reynolds Number
RN Lower
short chord low speed high altitude
RN Higher
long chord high speed low altitude
For a given flow the RN is proportional to the ratio of dynamic forces to friction forces. A flow with a higher Reynolds number is less viscous than one with a lower Reynolds number. We use RN to compare flow characteristics.
Reynolds Number
Flat Plate
Laminar to turbulent transition starts at RN 530,000 Transition complete at RNs of 20 to 50 million RNs of 1 to 5 million - partly laminar partly turbulent
Reynolds Number
Airflow Separation
Character of boundary layer influenced by pressure gradient favorable gradient(proverse/dropping) assists laminar flow unfavorable gradient(adverse/increasing) impedes laminar flow Increasing velocity = decreasing pressure Decreasing velocity = increasing pressure
Distribution of Pressure
Friction Effects
Laminar flow = low skin friction drag Turbulent flow = higher skin friction drag Separated flow = high pressure drag Attached flow = low pressure drag Golf/Tennis/Baseballs (ping pong balls?) Vortex generators
Airflow Separation
Skin friction drag reduces boundary layer kinetic energy. Premature stagnation of boundary layer occurs
when lower levels lack sufficient kinetic energy in the presence of adverse pressure gradient
Airflow Separation
Airflow separation occurs from:
High angle-of-attack
upper pressure gradient too adverse boundary layer cannot adhere to surface
Extreme surface roughness on aircraft (heavy frost or skin damage) will increase skin friction drag and earlier airflow separation will cause reduction of Clmax and increased stall speed.
Airflow Separation
Airflow Separation
Scale Effects
Scale Effect
Scale Effect
variation of aerodynamic characteristics with RN = scale effect extremely important in correlating wind tunnel data of scale models with actual flight characteristics of full size aircraft produce variations in
stall angle-of-attack / max lift coefficient /drag negligible affect on pitching moments
Scale Effect
So lift coefficient is actually a function of RN (i.e., in addition to being a function of AoA and shape) Effect of increasing RN on a given section Clmax increases stall AoA increases Cd decreases
Scale Effect
Scale Effect
Fact: For a given shape, lift coefficient and drag coefficient are a function of AOA, RN, and Mach Number(MN)
so a scale model will have the same lift and drag characteristics as the full scale item as long as the RN and MN are the same (thus RN and MN are referred to as similarity parameters)
Scale Effect
8.5 million
150 kts & S.L.
450,000
1/20 scale model 150 kts & S.L.